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Thread: 99í 130 4BD1T conversion

  1. #61
    Join Date
    Oct 2012
    Location
    FNQ
    Posts
    1,448
    If the adaptor case doesn't cover the inter hole the shaft can be knocked out the gear drops down and towards the output shaft leaving enough room to remove imput gear .Works with either
    Attached Images Attached Images

  2. #62
    Join Date
    Dec 2010
    Location
    Batemans Bay mostly, and Brisbane
    Posts
    235
    Quote Originally Posted by Fubar View Post
    I find this interesting considering I have yet to drag home a gearbox. Is this with a 4BD1 or 4BD1T? I take it you have the high ratio gears? With 3.54 diffs, 1.11 (LT95) high range gears and 235/85's you should be spinning at 2615rpm in 4th to do 100kph....is this your set up? Are there lower gears (numercially) for the LT95? Cheers, Jason
    The 4BD1T in my 130 is an ex Perentie 6x6 with the standard TB2518 compressor. I understand that at 100km, I still have about 1000rpm more to play with. I don't like maxing the revs on any engine but there are times when have taken it out.
    The LT95a is standard ex perentie 4x4 with .996, and diffs standard 3.54.
    All Land-rover, and no 'dogs breakfast' 'this goes with that' mucking about with cables, flanges, remote or divorced transfer case, a housing that marries the MSA to an LT230 that may or may not be up to the job in the long run, darling little UV spud shafts that may or may not be up to the job, cut & shut prop-shafts, speedo issues and etc and etc time consuming fiddly things including modification to tunnel housing/floor and gearshift/transfer shift solutions. It seems everyone whom has done this has employed one or seven different thoroughfares in terms of addressing the multiple issues. Then there is machinery inspection. Mine passed through in under an hour because it was obvious that factory parts were used where possible. I'm wondering why someone would want to make life exponentially harder for themselves because a 'five speed' is always better than a four speed. The four speed is a great gearbox and the gear spacing is made for the vehicle under all conditions. It will take years of minor fuel savings to pay for the effort in fitting the five speed over that of the four speed...
    The conversion I performed used standard 110 4 sp front prop, rear is same as any 130, gearbox mounts normal 110 four speed, perentie radiator, upgraded 3300lb clutch. Even the throttle cable is standard 300Tdi defender along with all of the clutch hydraulics except the slave cylinder actuation rod which is isuzu/landrover specific along with some of the pipework (thanks Brian). Only issue remaining is the compressor to intake manifold inlet line, which is pressing a bit on the bonnet when shut. My Perentie mounts locate the engine a bit high for this but at least I am totally guaranteed clearance at the sump. Lifting the body two inches presents another lot of issues with respect to drive-ability through high speed turns. I have retained the anti-roll bars to help with this, and the fact that the isuzu donk and LT95a is much heavier than the old 300/R380. Mine feels ok through road use, neither floaty nor rolly-polly…
    I haven't fitted an intercooler but do have a Holset HE221w ready to go along with the extended radiator cowel. KLR supplied the power steering lines from memory, cost was $268.
    HTH
    cheers. steu

  3. #63
    Join Date
    Mar 2014
    Location
    hornsby
    Posts
    7

    2 door rang rover with 4bd1t and LT 95 gear box.

    2 door rang rover with 4bd1t and LT 95 gear box.
    Iv been running this for about 23 years and I dont think the high revs do any harm when sitting on 110 kph. It would be nice to have a 5th gear, but its a lot of work and cost and when towing the caravan it will pull up nearly all the hill in top gear. Towing my 1.3 tonn caravan 13 to 14 L\ 100 km
    Phil

  4. #64
    Join Date
    Aug 2011
    Location
    Hunter Valley NSW
    Posts
    252
    The 4BD1T in my 130 is an ex Perentie 6x6 with the standard TB2518 compressor. I understand that at 100km, I still have about 1000rpm more to play with. I don't like maxing the revs on any engine but there are times when have taken it out.
    The LT95a is standard ex perentie 4x4 with .996, and diffs standard 3.54.
    All Land-rover, and no 'dogs breakfast' 'this goes with that' mucking about with cables, flanges, remote or divorced transfer case, a housing that marries the MSA to an LT230 that may or may not be up to the job in the long run, darling little UV spud shafts that may or may not be up to the job, cut & shut prop-shafts, speedo issues and etc and etc time consuming fiddly things including modification to tunnel housing/floor and gearshift/transfer shift solutions. It seems everyone whom has done this has employed one or seven different thoroughfares in terms of addressing the multiple issues. Then there is machinery inspection. Mine passed through in under an hour because it was obvious that factory parts were used where possible. I'm wondering why someone would want to make life exponentially harder for themselves because a 'five speed' is always better than a four speed. The four speed is a great gearbox and the gear spacing is made for the vehicle under all conditions. It will take years of minor fuel savings to pay for the effort in fitting the five speed over that of the four speed...
    Quick update

    Abandoned the quest for a 5 speed and bought an LT95a at the auctions. This is due wholly to a post in this thread and a big blind spot I had for the 0.996 ratioÖ.for some reason I just completely missed it and as a result it didnít figure in any musing or calculations.

    I had a lingering doubt about dismissing the 4 speed as I had two very experienced, long term LT95 drivers recommend them to me at the start of the conversion process. I just couldnít grasp how they could live with it at 1.1 gearingÖ.even with the bigger tyres. Turns out they were both running the 0.996 with their 34-35"sÖ..Iím going to do the same. The rpm Vs power & torque profile with 33- 35" and 0.996ís is a carbon copy of the data Isuzu published for the 4BD1Tís when they were selling them in Australian trucks, thatís good enough for me.

    I have a pair of the new Rijidij Off-road engine mounts, a spare engine block coupled to the LT95a which is sat in place for a trial fit right now. It is all too easy now, even the shifter boot from the R380 is identical.

    It came with all the shifters, breathers, cables, boots, mounts and a surplus to requirements PTO.....appears to be serviceable and has had recent servicing. It spins and shifts as hoped, fluids had a specks of H20, from cleaning/storage I suspect as the oil was the appropriate colour when drained. I'll get it on the bench for a full tear down& freshen up after a trial fit do be doubly sure the engine mounts go in the right spot before the cab comes off.

    Cheers,

    Jason




  5. #65
    Join Date
    May 2006
    Location
    South West Rocks
    Posts
    6,800
    1-1 vs 1-.996, not a lot in it. (Mines 1.192-.728)
    Will admit, the lt95 is less hassle, but even with 35's, i was always looking for 5th gear.
    Damien
    ------------------------------------------------

  6. #66
    Join Date
    Dec 2013
    Location
    blue mountains
    Posts
    194
    Bin the box just keep the bellhousing to modify for the R380

  7. #67
    Join Date
    Aug 2011
    Location
    Hunter Valley NSW
    Posts
    252
    Quote Originally Posted by Vern View Post
    1-1 vs 1-.996, not a lot in it. (Mines 1.192-.728)
    Will admit, the lt95 is less hassle, but even with 35's, i was always looking for 5th gear.
    I'm sure that will occur, on occasion I used to go for 6th with the R380. I always used to try for another gear in a 110 on convoy when we could do the speed limit....the difference in rev's between the .996 and 1.1 is 2130 vs 2375 at a 100. I spend very little time on freeways, this is not a daily driver, touring and hunting truck only so I'm happy with sticking to a 100 or less when doodling around.

    Got the box in and the Rijidij engine mounts are a perfect fit.






  8. #68
    Join Date
    Jun 2006
    Location
    Hay Point
    Posts
    3,704
    If you get a set of army hi/lo shifters it will fit into the LT230 hole there.
    Cheers......Brian
    1985 110 V8 County
    1998 110 Perentie GS Cargo 6X6 ARN 202516 (Brutus)

  9. #69
    Join Date
    Apr 2008
    Location
    West Victoria
    Posts
    702
    How hard is it to find a good LT95a?
    I know they are at the auctions, but I have no way of getting one from there and still don't know if it will be good or need a rebuild?

    What sort of money do they go for with both shifters?
    Neale


    89 Range Rover Classic (Black Thunder)
    93 200tdi Disco,(OGRE)
    96 300tdi Disco, DEAD MOTOR
    95 VS Commodore
    12 VE II Commodore Ute DD

  10. #70
    Join Date
    Aug 2011
    Location
    Hunter Valley NSW
    Posts
    252
    Quote Originally Posted by Bearman View Post
    If you get a set of army hi/lo shifters it will fit into the LT230 hole there.
    Thanks Bearman.

    I got all shifters and associated componentry with the gearbox. The boot in the pic came with the gearbox, it was floating around in the bottom of the crate and was a nice surprise....I was happy to discover it minutes after taking possesion of the gearbox, when I saw it I had smile like a cracked watermelon. It is the same part number as the one originally fitted to my Td5, which makes perfect sense.

    I spent a good amount of time in 110's but my memory was a bit hazy about the shifter positioning.

    How hard is it to find a good LT95a?
    I know they are at the auctions, but I have no way of getting one from there and still don't know if it will be good or need a rebuild?

    What sort of money do they go for with both shifters?
    I'm no expert having bought a grand total of one LT95 but they seem to run from 400 - 1000'ish......I would figure on at minimum, a tear down and inspection. It is a complete lottery as to their condition, so far mine seems to be 'perfect' and may have been pulled because of a reason not associated with the gearbox. Regardless I will still tear it down, replace the bearings and look for worn wear surfaces/componentry.

    The shifters for mine, plus some other parts were floating around in the bottom of the crate, if you are buying online it will be hard to establish from auction pictures just exactly what might be hiding under the gearbox in the crate.

    Cheers,

    Jason

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